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(No Model) Q 1 7 F. B. CUNNINGHAM.

CAR COUPLING. No. 288,928. Patented Nov. 20, 1883.

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UNITED STATES PATENT rricn.

FIELDOA B. CUNNINGHAM, OF BURLINGTON, KANSAS, ASSIGNOR OF ONE- HALF TOCHAS. 0. BROWN, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 288,928, dated November20, 1883.

Application filed August 28, 1883. No model.)

To all whom it may concern Be it known that I, FIELDON B. OUNNING HAM, acitizen of the United States, residing at Burlington, in the county ofCoffey and State of Kansas, have invented certain new and usefulImprovements in Car-Couplings; and I do declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame, reference being had to the accompanying drawings, and to theletters and figures of reference marked thereon, which form a part ofthis specification.

Figure 1 is an end view of a box-car provided with my improved couplingdevices. Fig. 2 is a side View of the ends of two cars provided with myimprovements, thedrawheads being shown partly in section. Fig. 3 is atop view of an end of a box-car. Fig. 4 is a central verticallongitudinal section of the drawhead and the accompanying devices. Fig.5 is a central horizontal longitudinal section of the draw-heads andinclosed parts on two adjacent cars; and Fig. 6 is a bottom view of aportion of a car, showing the draw-head constructed in accordance withmy invention.

Like letters designate correspondingparts in all the figures.

In my improved car-coupling I use a coup ling-link, A, a coupling-pin,B, and a sliding spring-block, G. The block. 0 slides in the draw-headD, which is arranged preferably to slide between ways E E on the bottomof the car, and has a rod, F, extending from its rear end through anaperture, a, in a cross-bar, G,

fastened to the ways E E. A coiled spring,

H, surrounding the rodF, renders the drawhead a spring-buffer as well. Abottom crossplate, I, fastened to the ways E E, assists in keeping thedraw-head in position, and a pin, 2), is inserted through the rod F,behind the bar G, to draw the cars by.

This draw-head, as far as described, is of a common construction, andforms no part of my invention, as any draw-head may be used, and ismerely shown as-being the kind I prefer to use.

The draw-head is hollowed out to contain the sliding spring-block O, asshown in Figs. at and 5.

The block 0 is constructed with a wide head, 0, of comparatively littledepth, and contracts in the rear to a rod or bar, (1, for a portion ofits length, and terminates in a rod or bar, 6, of still smallerdiameter.

The draw-head is constructed with three corresponding hollow portions ortubes, f, g, and h. The outer tube, f, is of a size to permit the head 0of the sliding block to slide freely therein, the part .9 is of a sizecorresponding to the rod d, and the innermost hollow, his adapted to thesize of the small terminating rod 6 of the block 0. The tubular parts f,g, and h are of suitable length, and correspond to the lengths of therods d and 6, whose length is determined by the extent of movement whichit is desired that the block 0 should have.

Within the tubular portion 9 of the drawhead is placed a free coiledspring, J, surrounding the terminating rod 6. This spring is confined atone end bya shoulder, 11, formed at the junctionof the tubular portions9 and k of the draw-head, and at the other end by the shoulder j, formedby the junction of the terminating rod (2 and the central rod, (1, ofthe block 0. The draw-headD is at its top and bottom, near the outerend, formedwith apertures k is in the same vertical plane, through whichthe coupling-pin B is adapted to pass. The spring J acts to press theblock 0 out as far as possible when the pin B is raised to uncouple thecars, and the pin B then rests on the top of the block 0. When the carscome together, the link A on one car presses the block G back far enoughso that it passes from under the pin B, allowing the pin to drop of itsown weight through thelower hole, In, of the draw-head and through thelink A, thus being a perfect automatic coupling.

' Extending back from the lower opening, it, of the draw-head is a slot,Z, of a length determined by the extent of the movement of the block 0,in which slides a pin, m, secured to the block 0. This pin governs theextent to which the block 0 can be pressed forward by the spring J, andalso, working in the narrow slotl, acts as a guide to keep the block 0sliding correctly.

As this coupling uses the ordinary link, cars supplied with thiscoupling can b d i affecting the lever on the other side.

20 ings 0, fixed to the car.

35 uated upon the frame-work of the car.

4o the lever.

trains in which the ordinary link-and-pin coupling is used, and alsowith cars supplied with any coupling in which a link is used.

The principal feature, however, of my in 5 vention consists in the noveluncoupling deno danger of the train-hand being crushed or injured bypassing between the cars to uncouple the same. g

For uncoupling from the side of the car, I employ separate hand-levers KKone ex- 5 tending from each side of the carso that the car can beuncoupled from one side without Each lever K is composed of a rodportion, at, extending along the end of the car, which turns in bear- Atright angles to this part 41, extends horizontally a handle part,

p, along the side of the car, by which the lever is operated. From theother end of the part a of the lever Kthat is, the end near the centerof the carextends horizontally at right angles an extension,. q,reachingout nearly as far as the coupling-pin B, and from the outer endof said extension q extends inwardly and horizontally and at rightangles to it a11- other extension, r, which passes under aconnecting-link, L. This link L is pivoted at its forward end to anupwardly-projecting loop, 3, upon the coupling-pin B, and is pivoted atits other end between two projections, t t, sit- The part 1' of thelever K, which passes under the connectinglink L, is provided at its endwith an upwardly-projecting lip, a, which prevents the link L fromslipping off from the part 0' of When it is desired to uncouple thecars, the handle 1) of the lever K is pressed down, which lifts the part1 of the lever, which extends under the link, and with it thecoupling-pin B. The outwardly-extending part (1 of the lever is longenough so that the part 1- shall extend under the link L near itsjunction with the pin B, in order that as much leverage as possible maybe obtained, the length of the part (1 of course depending upon theproper exercise of the other functions of the device.

As the link L is connected with the pin B, which rests on the springdraw-head D, and is connected with the rigid frame-work of the car, itis necessary that oneconnection, at

5 5 least, should allow some play to the link, so

that it need not interfere with nor be injured by the to-andfro movementof the draw-head. To obviate this difficulty the link is formed with alongitudinallyextending slot, 12, near 6o its inner end, through which apin, 10, passes,

which pin is fastened to the projections H on the frame-work of the car.Another advan tage arising from this slotted link is that it permits thecoupling-pin B to be raised up in 65,,a direct vertical plane, thusfacilitating theiraising of the pin and its dropping down when the carsare being coupled, the slot being of a suitable length to correspondwith the performance of both of the functions required of it.

Under ordinary circumstances, when the cars are to be uncoupled, thereis sufficient play between them so that when the coupling-pin B on onecar is raised, the spring J will have sufficient strength to press thelink out of the draw-head and the block 0 under the pin B, so that itwill be in position for the next coupling; but sometimes, as when thetrain is stopped on a grade, the cars will be so close together that thespring J will not press the block 0 out from under the pin B, so thatwhen the pin is released it will fall back and recouple the cars.

Another of my improvements consists in a device for obviating thisdifficulty. I employ a catch, M-one for each lever Kwhich is pivoted tothe frame of the car, and is pro vided with a notch, 00. \Vhen thehandle 1) of the lever K is lowered, (thus lifting the coupling-pin,)the catch M, which is situated in correct position for this purpose, isswung forward and upward, so that the end of the handle is engaged inthe notch 50 on the catch, whereby the lever is held secure with thecoupling-pin raised until the cars. are sepa rated, when the catch isreleased and the pin rests on the block 0, which has been pressedoutward by the spring J when the cars separated. This catch might befurnished with a spring, so that it would automatically engage with thehandle of the lever; but as ordinarily it is unnecessary to have it soengage, I prefer the simpler construction, as it is doubtful if, on thewhole, much labor would be saved by having the catch automaticallyoperated. And here may be mentioned another advantage of having thelever K K on each side of the car act independently of each other.v Ifthey worked together, the handle on the opposite side to where thetraiirhand happened to be might accidentally become engaged by thecatch, thus compelling the attendant, if he discovered it, to walkaround to disengage it.

For uncoupling from the top of the car I employ the following'device: Tothe loop 8 of the coupling-pin a chain, N, or its equivalent, isfastened. This chain reaches upward and passes through a slot, 2, in aplate, O,'fastened to the top of the car. At the end of the chain whichis at the top of the car a handle might be attached, by which the pinmight be Edirectly lifted by hand; but I prefer to use the device.shown, which also is adapted to hold the coupling-pin in an elevatedposition independently of the block 0, thus corresponding in function,also, to the catches M M on the sides of the car.

To the plate 0 is pivoted at a alever,P. The rear end ,2), of this leverterminates in avertical handle, 0, extending at right angles to the bodyof the lever. The forward end, (1, of the lever terminates in a hook, e,which, when the lever is at its normal position in line with the plate0, is situated directly over the slot 2. To this hook the end of thechain N may be permanently attached; or it may be left free and only beengaged by the hook ewhen it is desired to raise the chain. A stop, f,on the plate limits the movement of the lever in one direction, being sosituated that it does not permit the hook e to be moved beyond the notchz in one direction. When it is desired to lift the pin, the 'lever ismoved in the direction indicated by the dotted line in Fig. 3, carryingwith it the chain. The lever will stay in any position in which it maybe placed, thus holding the pin B elevated, and will only permit thespin to drop when returned to its normal position. Ordinarily when theaction of the spring-block forces the coupling-link A out, the lever isimmediately returned to its normal position, thus permitting the pin torest on the block in readiness for the next coupling, and the-"lever isleft turned only when the circumstances are such that the spring-block Cdoes not throw out the link and take its position under thecoupling-pin.

The coupling device, although especially designed for freightcars, isequally applicable to passenger-cars; but the uncoupling devices areintended for freight-cars only, since the reasons which render suchdevices desirable are wanting in the case of passenger cars.

W'hat I claim as myinvention, and desire to secure by Letters Patent,is-

1. The levers K K, adapted to be operated from opposite sides of the carindependently of each other, in combination with the coup ling-pin B andthe link L, substantially as and for the purpose herein specified.

2. The coupling-pin B and the chain N, in combination with thecatch-lever 1?, situated on the top of the ear and adapted to turn inahorizontal plane, substantially as set fogth.

3. The combination of the draw-head constructed with the hollows ortubes of different diameters, the sliding block composed of a broad headand two extensions of different diameters, and a spring inclosed in thecenling-pin and at the other end to a fixed portion of the car, one ofsaid pivotal pins or connections passing through and playing in the slotin said link, and a lever or levers, one portion of which extends undersaid slotted link, whereby said coupling-pin may be raised to uncouplethe cars in a vertical or nearly vertical plane, substantially as setforth.

5. The combination of a spring draw-head, a coupling-pin adapted tooperate in said draw-head, a slotted link pivoted at one end to saidcoupling-pin and at the other end to the frame-work of the car, one ofsaid pivotal connections passing through said slot, whereby anin-and-out movement is allowed to said draw-head, and an uncouplinglever or levers adapted to pass under said link, substantially as setforth.

6. The combination of a coupling-pin, a link pivoted at one end tosaid-coupling-pin and at the other end to some portion or the car,alever or levers passing at one end under said link, and a catch orcatches adapted to engage with said lever or levers, whereby saidcoupling-pin may be held in one elevated position, substantially as setforth.

7. The coupling-pin, the link L, pivoted at one end tosaid pin and atthe other end to the frame-work of the car, in combination with thelever K, constructed with a handle, p, a forwardly-extending projection,q, a laterally and inwardly extending portion, 0', extending underneaththe link L, and an upwardlyextending projection, u, adapted to preventthe link L slipping off the part 1' of the lever, substantially as andfor the purpose herein specified.

8. The coupling-pin, the spring draw-bar, andthe slotted link L, pivotedat one end to the coupling-pin and at the other end to the frame-work ofthe car, in combination with the lever K, constructed with a handle, 1),pro jections q, r, and a, and a catch, M, adapted to engage the handlep, substantially as and for the purpose herein specified.

In testimony whereof I affix my signature in presence of two witnesses.

FIELDON B. CUNNINGHAM.

